Pneumatic train control valve



Sept'. 4, 1951 H. P. FOLKER PNEUMATIC TRAIN CONTROL VALVE 3 Sheets-Sheet1 Filed Oct. 25, 1948 INVENTOR Herber/ ,Q Fo/A er BY ATTORN EYS Sept. 4,1951 p FQLKER 2,566,444

PNEUMATIC TRAIN CONTROL VALVE Filed Oct. 25, 1948 3 Sheets-Sheet 2 INVNTOR Herbs/"2 Fo/A er Bv 6%) w ATTORN EVS Sept. 4, 1951 H. P. FOLKERPNEUMATIC TRAIN CONTROL VALVE 5 Sheets-Sheet 35 Filed Oct. 25, 1948 vINVENTOR.

Harte/"2 P Fa/A er 1X44 Patented Sept. 4; 1951 PNEUMATIC TRAIN CONTROLVALVE Herbert P. Folker, Oakland, Calif., assignor to National SafetyAppliance 00., Ltd-.,, Sanv Francisco, Califi, a corporation ofCalifornia Application October 25, 1948, Serial No. 56,430

8 Claims. 1

This invention relates generally to improvements in train controlapparatus for use on railways. It pertains particularly to theconstruction or magnetically operated control valve units such as: areutilized inconjunction with automatic brake applying, systems ofrailways, and which are operated by a magnetic track impulse.

In the past automatic brake control systems tor railways. have made useof valve: control units adapted to be operated by a magnetic trackimpulse, and serving to: cause automatic operation at the pneumaticbraking system. In many instances the arrangement is: suchthat if thetrain passes through a block signal a magnetic impulse causes operationor acontrol valve, with the. result that a. pneumatic brake control lineis vented to cause automatic application of the train brakes. Thereafterit is necessary to restore the system by operation of a manual resettingvalve. Systems. and apparatus of this. character are dis-- closed forexample in Folker 1,548,593. In other systems automatic operation may beused to con trol the speed of the train, as by causing an automaticbrake application inthe event the train exceeds a given maximum speedthrough. are stricted zone.

In operating the controlvalves of such systems a problem is involved inconnection with condensate. Condensate may interfere with properoperatiom. particularly during the winter months when ireezing is apt tooccur. For this; reason condensate: chambers have been provided in con,-junction with the control unit, and provision is made, such as aremovable vent plug, for periodic draining of the condensate chamber. Itwill be evident that this. occasions considerable labor and expense,aside from the fact any failure to properly service may result in a.failure in. operation oi the; system.

It is an object of the present: invention to pro videa control unit forsystems of the above character which will function automatically todrain out condensate. As will be presently explained this isaccomplished by use of an additional relay vent valve which is operatedautomatically, and which serves to discharge condensate from thecondensate chamber upon each actuation of the control valve. I

Further objects of the invention will appear from the followingdescription in which the preferred embodiment has been set forth indetail in conjunction with the accompanying drawing.

Referring to the drawing:

Figure 1 is a side elevational view partly in; section illustrating apneumatic train control valve incorporating the present invention.

Figure 2 is a view like Figure l; but showing a simplified embodiment ofthe invention.

Figure 3 is a fragmentary side elevational view showing my control unitvinstalled in a tender.

Figure 4 is. a half. plan view of the control unit.

The magnetically operated valve control unit 0 illustrated in thedrawing (Figure 3) is in many respects similar to the unit C disclosedin said Patent 1,548,593. It consists of a closed body or housing [0adapted to he carried below a. train car, tender or locomotive Pipe llconnects with a brake control line of a train braking system, andcorresponds. to the pipe H shown in Figure 2. of Patent 1,548,593.Generally this pipe connects through a manually operated reset valve toa so-called pneumatic stop valve. inserted in the brakesystem. Normallypressure is carried in pipe I l, and at the stop valve end of the pipeit is continuously connected to the pressure system through a restrictedorifice. Venting of pipe ll to the atmosphere to reduce the pressurewithin the same to. a predetermined degree causes an automatic brakeapplication. The valve control unit C is adapted to pass over and beoperated by the track magnet unit '1.

The lower portion of the housing In carries two pairs Ila, l2b ofelongated housings, which serve to enclose the so-called laminatedinductor strips 20. (see strips 24, Figures. 2 and; 3 of Patent1,548,593) Within housing ID are the. two control valves 13a and i312.Two such valves are used in duplex arrangement to secure operation foreither direction of movement of the train, as described in theabove-mentioned patent.

Each control valve includes. permanent mag,- nets I4 having their polepieces I5 magnetically associated with the armature l5 and alsomagnetically associated with laminated extensions (28 of Patent1,548,593.). of the laminated in ductor strips. This. armaturein turn isattached to the upper end of the valve stem l'l'. Theinductor strips aremagnetically associated with the pole pieces [5 and armature [6 in sucha manner that. a magnetic. track impulse received by one set of inductorstrips serves to neutralize the effect of the permanent magnet l4 upon,the armature... thus permitting the armature to. move up Wardly foropen. position of the valve. Th parts just described are. suitablyenclosed within elements including the cap 18., the annular body partI!) formed integral with. the side walls of the main housing, and thebottom closure plate 2| of the main housing. In addition the stemissuitably guided as by means of guide bushing 22, which is mounted withinthe inner body part 23. A leather disc 24 is provided with a centralaperture or orifice 25, and forms a stationary valve working surfacecooperating with the end face of the valve stem H. The lower face ofthis disc forms the inflow side of the control valve and is connected tothe duct 21. When the stem I1 israised to permit flow through theorifice 26 fluid is received in the outflow chamber 28 which is freelyvented to the atmosphere.

The other control valve |3b is formed in the same manner as valve I3a,except that the polarity of the permanent magnets is reversed.

The relay vent valve is interposed between the two control valves. Thusbetween the valves there is a multipart structure designated generallyat 3|, the lower part 3| a of which provides a condensate chamber 32..Above the condensate chamber there is a cylinder 33, and above thecylinder a relief capacity chamber 34 and a filter chamber 36. Thecylinder together with the two chambers just described can be formed ina common part 3|. The'top part 35' is formed to provide an inlet chamber31 in free communication with pipe I Condensate chamber 32 has its upperportion in unrestricted communication with duct 21, as indicatedschematically by dotted lines. 7

Within the chamber 36 there is'a suitable air filter 38 which can be oneof the hair type, having its core surrounded by a screen. The chamber 36surrounding the filter communicates by duct 39 to a port 4| locatedwithin the walls of cylinder 33, and intermediate the ends of the same.

with closed pipes 56, which are connected to ducts The lower part 3|a ofthe structure 3! en- 7 closes the working parts of the relay vent valve.This valve includes the movable member 42 which can be in the form of acomposition disc, attached to the lower end of the stem 43. The valvemember cooperates with a stationary seat 44 formed upon the upper end ofthe removable body plug 45. Ducts 45 and 41 in the plug connect thevalve orifice to the atmosphere. The valve stem is surrounded by acompression spring 48 which acts downwardly, thus normally urgin thevent valve toward closed position.

The valve stem 43 extends slidably through the partition wall 49, andhas its upper end attached to the piston 5|. Space 52 above this pistonhas unrestricted communication with the condensate chamber 32 throughthe 'duct 53 which extends downwardly through the valve stem. Inaddition this chamber normally has restricted communication with theport 4! and duct 39, by virtue of clearance between the loose fittingpiston and the walls of the cylinder.

The closed space 54 below the piston likewise hasrestrictedcommunication about the piston with theport 4| and duct 39,and in addition it has unrestricted communication through duct 56 withthe relief capacity chamber 34.

Space 54 below the piston 5| likewise has some restricted communicationabout the stem to the condensate chamber, Provision is made forproviding increased communication direction with the condensate chamber,when the piston 5| moves upwardly. For this purpose the stem is providedwith two or more flattened areas 58 which provide restricted ductsalongside the stem to establish communication between space 54 and thecondensate chamber, when the piston is in its uppermost position.

It is desirable to provide the train control valve 21, and which includethe safety couplings 51, as

shown in Folker 1,548,593.

Operation of the control unit described above can now be explained asfollows: Assuming that it is connected with automatic train brakingequipment in themanner disclosed in said Patent 1,548,593, theindividual control valves I301, I312 are normally closed and areretained closed by the magnetic fields of the permanent magnet. Therelay vent valve is likewise normally closed and equal fluid pressuresare applied to both sides of the piston. Over a period of time duringwhich the unit is not operated considerable condensate may .collect inthe chamber 32. Assuming now that the control valve [3a receives amagnetic track impulse by passing over the track magnet T, the magneticflux upon the armature I6 is momentarily neutralized thus permittingthis armature together with the valve stem H to be forced upwardly byvirtue of fluid pressure on the inflow side in duct 21. This immediatelycauses duct 21 to be vented to the atmosphere with the result thatpressure in this duct and also in the condensate chamber is rapidly reduced. Pressure in the space 52 above the piston is likewise rapidlyreduced because of the free communication of this space through duct 55with the condensate chamber 32. As a result con siderable differentialpressure is applied to the piston tending to force the same upwardly.The chamber 34 furnishes considerable capacity to 111-- sure fullmovement of the piston upwardly. Such movement of piston 5 I causes fullopening of the vent'valve member 42, withthe result that condensate andair in chamber 32' are delivered to: the atmosphere through the bodyplug 45, and a brake application occurs because of drop ofpres'} sure inpipe H. Opening of the vent valve also depletes the air that flows tothe magnetic valves thus permitting the magnet valve to reseat. Themovement of the piston upwardly uncovers a part of port 4| so thatthereafter and until'resetting there is a continual venting of airthrough duct" 39, space 54, the ducts formed by the flattened areas 58,and the condensate chamber. Piston 5| is held upwardly because thecontinual blowthrough 'of air causes the pressure in space 54 to begreater than in space 52,'thu's causing the piston to be urged upwardlyby theresulting diff ferential force. This serves to insure a continualblow-through of air durin the period following actuation and beforeresetting.

stored to normal, and the unit'is in condition for' further actuation.Restoring the pressure-causes like pressures to be applied above andbelow the piston, because of the restricted communication of spaces. 52and 54- with duct 39 through port 4|. Likewise the pressure in thecondensate chamber and the release capacity chamber 34 is restored.

Breakage of pipes '56 or couplings 51 likewise vents the ducts 2! tocause a brakejapplication in the same manner as by opening of valve |3cor |3 b'.

engineer or" time, 441 i Figurezillustratesanotherembodimentorthoinventionin which the filter chamber BBandthe capacity chamber '34have been" consolidated as o'iiepl'iambefspace, andtheoperatingmeans-for the" relay vent valve hasbeerr simplified: Thus thisinstance th'e"structure" 59, correspondin toth'e structure-s!orFigurelfis' formed to' pro= vide a" single chamber or space 60, whichtakes the place of both spaces" 34"" and" 36" of Figure 1, The upper endof chamber 6 COHIIGCtSTWlth' theipe H; and this chamberserves'to'encloserthe a'ii' filt'ei element 6|. Theilower'separa'blesectibr'i or part: 595 of str'ucture' 59 is providedwitnaclosed-cylinder 62, which isfittediwithxthepise 631 A'lfollow r'tu bularstem connects the pistont 3- with the valve member 65$ The station'- arysea't'fififor the valve member 65 is formed on the plug or fitting 61,which is provided with the atmospheric vent passage 6'81 Chamber 69,which surroundsthe valve member 65; forms a condensate chambercorresponding to chamber flof Figure l. A compression spring" 101 urgesthe valve member 55 toward closedposition.

Theclosed space H above the-.pistonfia-isin communication with thecondensate chamberv 63 through the passage 12 provided in the stem 64.Ducts 13 establish unrestricted communication between the chamber 60 andthe space 14 below the piston 63. The lower portion 16 of the stem 64 isfluted as illustrated, whereby when the piston 63 is in its upperlimiting position, there is relatively unrestricted communicationbetween the chambers 66 and 69, about the stem 64. For the lowermostlimiting position of the piston 63 illustrated in Figure 2, there isrestricted communication between chambers 60 and 69, through theclearance about the stem 64. A baflle or deflecting ring 71 serves todeflect air jetting against the same from the lower end of duct 12,downwardly, thus preventing any direct jetting into ducts 21.

Operation of the embodiment illustrated in Figure 2 is substantially thesame as the device of Figure 1. Assuming that the control valve l=3a,receives a magnetic track impulse, and is thus opened, duct 21 is ventedto the atmosphere with the result that the pressure in the condensatechamber 69 is rapidly reduced. Pressure in the space H above the piston63 is thus likewise rapidly reduced, because of its free communicationwith the condensate chamber through the passage 12. Thus consider-abledifferential pressure is applied to the piston tending to force the sameupwardly. Chamber furnishes considerable capacity to insure fullmovement of the piston upwardly, in addition to serving to house the airfilter 6|. Upward movement of piston 63 causes full opening of the ventvalve member 65, with the result that condensate and air in chamber 69are delivered to the atmosphere through the body plug or fitting 61. Atthe same time opening of the Vent valve depletes the air flowing throughthe open magnetic valve, thus permitting the magnetic valve to close orreseat itself. Movement of the piston 63 upwardly also serves toestablish communication about the connecting tube 64 through the flutes16, so that a sufiicient blowdown occurs from the chamber 60 and pipe Il to insure application and maintenance or a brake application.

This application is a continuation-in-part of my co-pending applicationSerial No. 670,670, filed May 18, 1946, now abandoned.

I claim:

1. In a pneumatic train control valve unit of 6. the type adapted to;cooperate with stationary track-magnets: to effect venting of apneumatic line-- to therebycauseoperation of the trainbrakes anormallyclosed control valve adapted to be opened by a magnetic track'impulse,the outflow side ofthe" valve venting-to the atmosphere, means forming acondensate collecting chamber; the chamberhaving the upperportion of thesame incommunication with the inflow side ofthe, control valve, a relayvent valve arranged to vent the lower portion of the condensate'cham'ber "to the atmosphere'upon openingthesame; and meansioreffecting automatic op-= eration of saidrelay vent-va1ve upon opening ofsaid control" valve;

22' In a" pneumatic train control valve unit of the type adapted to"cooperate with stationary track magnets to effect: venting of apneumatic brake lineito thereby cause operation of the train brakes, a.normally. closed; control valve; adapted to: be: opened by a magnetictrack, impulse, thel outflow'side of thevalve venting to the atmosphere,a condensatecollecting chamber having theupperaportion', of:tho samezinfluid communi.-- cation with the'inflow'side of the control valve, arelay valve arranged to vent the lower portion of the condensate chamberto the atmosphere upon opening the same, and pneumatic operating meansfor said relay vent valve having a fluid communication with both thebrake line and the condensate chamber, said operating means serving toopen the relay valve responsive to a fall in pressure in the condensatechamber efiected by opening of said control valve, said relay valve alsoserving to vent the brake line through said condensate chamber.

3. In a pneumatic train control valve unit of the type adapted tocooperate with stationary track magnets to efiect venting of a pneumaticbrake line to thereby cause operation of the train brakes, a normallyclosed control valve adapted to be operated by a magnetic track impulse,the outflow side of the valve venting to the atmosphere upon opening thesame, a condensate collecting chamber located adjacent the controlvalve, the chamber having an upper portion of the same in fluidconnection with the inflow side of the control valve, a relay valvearranged to vent the lower portion of the condensate chamher to theatmosphere upon opening of the same, and pneumatic operating means forsaid relay valve, said operating means comprising a cylinder and apiston operating within the same, both sides of the piston normallyhaving communication with the brake line, the space on one side of thepiston having free communication with the inflow side of the controlvalve and restricted communication with the brake line whereby uponopening of the control valve the piston is moved by pressure upon itsother side in a direction to open the relay vent valve, said ventingvalve when moved to open position also serving to vent the brake linethrough the condensate chamber.

4. A train control valve unit as in claim 3 in which the relay ventvalve is urged toward closed. position whereby it is automatically resetupon interrupting supply of air from the brake line.

5. A train control valve unit as in claim 3 in which a closed air supplychamber is provided and is in continuous communication with the space onsaid other side of the piston.

6. In a pneumatic train control valve unit of the type adapted tocooperate with stationary track magnets to effect venting of a pneumaticbrake line to'thereby cause operation-of the train brakes, a controlvalve normally retained in closed position by a magnetic field andadapted to be opened by magnetic track impulse, the outflow side of thevalve ventingto the atmosphere, a condensate chamber having fluidcommunication with the inflow side of the control valve, a relay valvearranged to ventthe condensate chamber to the atmosphere upon openingthe same, and pneumatic operating means for said relay vent valve havinga fluid communication with both the brake line and the condensatechamber, said operating means serving to open the relay valve responsiveto a fall in pressure in the condensate chamber effected by opening ofsaid control valve,-said relay valve serving when opened to vent thebrake line through said condensate chamber and to ef-= fect automaticclosure of said control valve.

7. A train control valve unit as in claim 6 in which the operating meansfor the vent valve consists of a cylinder and a piston slidably fittedtherein, the piston being connected to the vent valve, the fluid spaceon one side of the piston having unrestricted communication with thecondensate chamber, the fluid space on the other 8, side of the pistonhaving communication withthe brake line. I g y 8. A train control valveas in claim 6 together with an air capacity chamber in communicationwith the brake line, and in which the operating meansfor the vent valveconsists of a cylinder and 'a piston fitted therein, the piston beingconnected to the vent valve, the fluid space on that side of the pistonremote from the vent valve having unrestricted communication with thecondensate chamber and the space on the other side of the piston havingcommunication with the air capacity chamber, said condensate chamberbeing in flow restricting communication with the brake line and saidcapacity chamber when the vent valve is in open venting position.

HERBERT P. FOLKER,

REFERENCES CITED UNITED STATES PATENTS Number Name Date 937,839 MorelOct. 26, 1909 1,548,593 Folker Aug. 4, 1925

